P110
RIDE REVIEW I 2021 DUCATI MONSTER
torque is ramping right up, gaining nearly that 20 lb-ft
advantage, and the forward drive seems to come in
quite strong once that 4000 rpm point has been met.
The new motor may have more overall torque, but it
isn't as smooth as the outgoing 821, which is a price
you must pay if you want more go going to the rear tire.
Another factor to think of here is the effect the
Euro5 rules have had on the Monster's motor, and,
truth be told, Ducati has done an excellent job of
dealing with the dreaded E5 restrictions as best they
can—certainly better than several manufacturers I can
think of, but won't shame here.
You can affect much of the Monster's behavior
via the adjustable power modes, of which you get
three levels. These will at least give new riders the
chance to work up to the full 111 horsepower if they
aren't quite ready yet, and you've also got a plethora
of electronics to play with. There are basic preset
modes in Sport, Touring and Urban, all three of which
you can go into and adjust the individual parameters.
The Monster's IMU mitigates the eight-stage traction
control, three stage Cornering ABS, and four stage
wheelie control, and it also dictates the cut time for
the quickshifter. If you're on the side of the tire and
shifting gears, the cut time will be quicker to reduce
the chance of upsetting the chassis balance. Con-
versely, it'll be a touch longer if you're bolt upright.
There's even launch control on the Monster. Not
Ducati's 4.3-inch
dash is simple
to navigate and
makes it easy to
the plethora of
modes at your
disposal.
